Train-stop.



J. A. ANTHONY.

TRAIN STOP.

APPLICATION FILED MAY 9. I916.

1 ,220,05 3. Patented Mar. 20, 1917,

2 SHEETS-SHEET I.

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J. A. ANTHONY.

mm STOP.

' APPLICATION FILED MAY $1915. 1,220,053. Patented Mar. 20, 1917.

2 SHEETS-SHEET 2.

lllllllllllllllll K v f f H| 1- I Lf07z7zA.Ani/ z07g JOHN A. ANTHONY, OF CHARLESTON, SOUTH CAROLINA.

TRAIN-STOP.

Specification of Letters Patent.

Patented Mar. 20, 1917.

Application filed May 9, 1916. Serial No. 96,412.

To all whom, it may concern:

Be it knownthat I, JOHN A. ANTHONY, a citizen of the United States, residing at Charleston, in the county of Charleston and State of South Carolina, have invented new and useful Improvements in Train-Stops, of which the following is a specification.

This present invention has reference to train stops and may be considered in the nature of an improvement upon my United States Patent No. 1,109,501, dated September 1,1914.

An object of the invention is the provision of means connected with the air brake sys tem of a train and actuated by a contact member operated by a semaphore or other signal apparatus for bleeding the air pipe when the train travels into a danger block.

The primary object of the invention is to provide the air brake system with means whereby the same will be bled to permit of the application of the brakes when the train enters a block at a rate of speed greater than that which can be controlled to bring the train to a ready stop, but which will not actuate to bleed the air pipe, and consequently not apply the brakes when the speed of the train has been reduced to the predetermined miles per hour, or when the said train is traveling at a low rate of speed and can be quickly brought to a full stop.

With the above and other objects in view, the improvement resides in the construction, combination and arrangement of parts set forth in the following specification and falling within the scope of the appended claims.

In the drawings there has been illustrated a simple and satisfactory reduction of the improvement to practice, but the nature ofthe invention is such that the same is susceptible to changes in the minor details of construction, an'd therefore the showing of the drawings is to be considered merely illustrative and such changes may be made therefrom as fall within the scope of my claims.

In the drawings:

Figure 1 is a side elevation of aportion of an engine with my improvement attached, and illustrating the throw mechanism arranged to one side of the track,

Fig. 2 is a detail enlarged transverse sec tional view taken approximately on the line 2-2 of Fig. 1, r

Fig. 3 is an enlarged longitudinal sectional view taken through the bleed or air Fig. 7 is a perspective view of the piston head, and

Fig. 8 is a similar viewof the cover for the cylinder. 7 v

As shown in the drawings the main air plate pipe of the train line is provided with a T coupling 1 to which is secured a branch pipe 2 having a regulating valve 3 as well as a bleed or exhaust valve 4. These parts are secured to the engine frame in any desired or preferred manner and the plug 5 of the valve 4 is provided with a longitudinally extending stem 6.

The stem 6 is preferably rectangular in cross section to receive the bore or opening 7 provided in one end of a throw arm 8. The throw arm is sustained in an adjusted position on the valve stem 6 preferably through the medium of a bolt 9 passing through a threaded opening in the end of the arm and entering the bore thereof through which the stem 6 passes.

I The throw arm 8 is provided with an elongated slot-1O through which is passed a pivot member 11 that secures a flat plate 12 upon said arm. The plate is provided with longitudinal substantially L-shaped guideways for the arm, and the pivot is in the nature of a threaded member receiving a nut 13 that forces a washer against the face of the arm opposite that upon which the plate 12 is arranged, and whereby the plateis sustained in longitudinally adjusted' position upon the said arm. The plate, between the guide flanges may be formed with transverse teeth which engage with similar teeth on the arm.

Preferably removably secured to the plate 12 is a cylinder 16 that has its upper and 7 open end partially closed by a stuffing box 17 and which is provided with a normally closed inlet opening, 18, disposed adjacent the stuffing box. The cylinderis of a size equaling approximately a quarter of a circle and is adapted to receive a quantity of liquid 24.

Arranged on the plate 12 and secured thereto by the pivot 11 is the contact member 19 for the throw arm. The arm of this member 19 preferably comprises two sections pivotally connected by a rule joint 19, whereby the lower section 19 may swing rearwardly of the upper section 19". lhis arrangement is essential, for the reason that it is frequently necessary to back the train past the striker finger, which operates the throw arm, and which will hereinafter be referred to with particularity. The throw member 19 has its upper section 19 provided with a curved piston rod 20. The are of the rod 20 is concentric of the pivot 11, as is also the arc of the cylinder 16, and the piston 20 is provided with a head 21 having a plurality of apertures 22, any desired number of which being closed by suitable plugs 23.

With a structure as above described it will be apparent that with the piston head 21 contacting with the surface of the liquid or fluid 24 in the cylinder 16, a sharp and decisive force of contact imparted upon the member 19 will not allow sufficient time for the fluid 2 1 to flow or percolate through the apertures 22 in the piston head, and as a consequence the member 8 will be moved simultaneously with the member 19, thus turning the valve stem 6 and bleeding the valve 1 to apply the brakes to bring the train to a stop. This occurs when the engineer permits his train to enter a block at an excessive speed. Should, however, the train be traveling at a low rate of speed, so that the engineer can readily bring the same to a stop, and the member 19 is subjected to a slow and easy pressure the fluid 26 will flow through the apertures 22 in the piston head 21, permitting the member 19 to be swung upon its pivot 11 without affecting the member 8, and consequently not causing the stem 6 of the valve 4: to be operated.

It is, of course, obvious that means be provided for contacting with the member 19 of the throw mechanism for the valve, and, in the drawings, for the sake of illustration, I have shown a structure substantially similar to that disclosed in my pending application for Patent No. 812,794. This structure includes a housing arranged upon one of the rail supporting ties to the outside of the track, the same being provided with a striker arm 27 which is longitudinally movable through the housing and which is connected by a rod 28 with a bell crank lever 29 having a weighted end 10 and which is pivotally secured to an upright 11 of a semaphore stand. The bell crank lever is connected, through the medium of a rod 60 with the semaphore arm (not shown).

To return the member 19 to its initial position, after being contacted by the striker member 27, I arrange between the same and the plate or cylinder a spring 15, as shown in the drawings.

From the above description, taken in con nection with the accompanying drawings, the simplicity of the device, as well as the advantages thereof will, it is thought, be perfectly apparent to those skilled in the art to which such invention appertains without further detailed description.

Having thus described the invention, what I claim is:

1. In a train stop, the combination with a train having an air brake system including a bleed valve, and a striker member, of a throw arm connected with the stem of the valve, a fluid cylinder carried by the throw arm, a pivoted contact member for the throw arm arranged in the path of contact with the striker member, spring means between the throw arm and contact member for normally alining the said members, a perforated piston head carried by the contact member and received in the fluid cylinder and whereby when the contact member is subjected to a sharp blow by virtue of engagement with the striker member as when the train is traveling at a rapid rate to cause the piston head to act rapidly upon the fluid without permitting the said fluid to flow through the perforations therein to cause the throw arm to be moved with the contact member, and also whereby when the contact member is brought to engage with the striker member with only small violence as when the train is moving at a slow rate of speed, to permit of the fluid flowing through the perforations in the piston to allow the swinging of the contact member independent of the throw arm.

2. In a train stop, a train having an air brake system including a bleed valve, a longitudinally adjustable arm for the stem of the valve, a pivoted contact member on the arm, said member having a piston rod including a piston, and a cylinder carried by the arm and receiving the piston.

3. In a train stop, an air brake system including a bleed valve, an arm removably and adjustably connected with the stem of the valve, an adjustable plate carried by the arm, a fluid cylinder carried by the plate, a pivoted contact member upon the plate, a piston rod for the contact member, an apertured piston head for the piston rod arranged in the cylinder to contact with the fluid in the cylinder, as and for the purpose set forth.

4:. In a train stop, an air brake system including a bleed valve, a throw arm on the for the contact member arranged concentric with its pivot, an apertured piston head for the rod, a fluid cylinder containing a fluid on the plate arranged concentric of the pivot of the contact member receiving the piston, and plugs in certain of the apertures of the piston head.

5. In a train stop, an air brake system including a bleed valve, a throvs arm on the stem of the valve, a longitudinally adjustable plate secured to the arm, a contact arm pivotally secured to the plate, a piston rod connected with the contact arm and arranged concentric of its pivot, an apertured head for the rod, a fluid cylinder on the plate arranged concentric of the pivot of the contact arm, and receiving the piston head, a pacln'ng box in the open mouth of the cylinder and surrounding a portion of the piston rod, and a plug inlet opening for the cylinder.

In testimony whereof I affix my signature in presence of two witnesses.

JOHN A. ANTHONY;

Witnesses:

BENNETT S. JONES, WM. J. KOERTH.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents, Washington, D. G. 

